JP2019172144A - Side face collision detection device of vehicle - Google Patents

Abstract

To provide a side face collision detection device which can detect a side face collision by using single-axis side acceleration sensors at side faces of a vehicle one by one, and reduces a cost.SOLUTION: A side face collision detection device comprises a center acceleration sensor 4 arranged in the vicinity of a front end center in a cabin, and side acceleration sensors 2, 3 which are arranged in the vicinities of left and right side faces of a vehicle one by one. A control part 6 controls operation of an occupant constraint device 5 resulting for a side face collision of the vehicle on the basis of the acceleration in left and right directions detected by the acceleration sensors. AT this time, at the side face collision to a portion in which the side acceleration sensor is not installed, the deployment/non-deployment of an airbag is determined by using the side acceleration sensors 2, 3 at a side opposite to the side face collision side, and/or the center acceleration sensor 4.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a side collision detection device that detects an acceleration generated in a vehicle at the time of a side collision of the vehicle by an acceleration sensor and controls the operation of an occupant restraint device such as an airbag based on the magnitude of the acceleration.

  Usually, an occupant restraint device such as an air bag detects an impact applied to a vehicle as a deceleration by an acceleration sensor, obtains a calculated value based on the detected deceleration, and sets the calculated value to a preset threshold value and a small or large value. Comparison is performed, and the operation control of the airbag is performed based on the comparison result.

  FIG. 8A is a system configuration diagram of a conventional vehicle side collision detection apparatus shown in Patent Document 1 and the like, FIG. 8B is a diagram showing an example of a side collision detection of a front seat, and FIG. 8C is a rear seat. It is a figure which shows the example of a side collision detection. As shown in FIG. 8, the conventional side collision detection apparatus 100 includes left and right B pillar side acceleration sensors 101 and 102 provided on a center pillar (hereinafter referred to as “B pillar”) on the side of the front seat, and the rear seat. Left and right C-pillar side acceleration sensors 103 and 104 provided in a rear pillar (hereinafter referred to as “C-pillar”), and an airbag computer unit connected to these acceleration sensors 101 to 104 via a wire hannel 105 (Hereinafter referred to as “ECU”) 106, and when the acceleration detected by each of the acceleration sensors 101 to 104 exceeds a threshold value, the ECU 106 activates an occupant restraint device such as an airbag to deploy the airbag or the like. Like to do.

  FIG. 9 is a detection logic diagram for controlling whether or not an occupant restraint device such as an air bag is deployed at the time of a side collision in the control unit 107 provided in the ECU or the like. The control circuit 107 includes a main determination circuit 108 and a safing determination circuit 109. Basically, for a frontal seat side collision, an acceleration signal (YG) in the left-right direction (Y-axis direction) from the B-pillar acceleration sensor 101 or 102 on the collision side is input, and the input value is compared with a threshold value to compare the airbag. It is determined whether or not to expand. For a rear-seat side collision, an acceleration signal (YG) in the left-right direction (Y-axis direction) from the C-pillar side acceleration sensor 103 or 104 on the collision side is input, the input value is compared with a threshold value, and the airbag is deployed. It is determined whether or not. The safing determination circuit 109 is for preventing the main determination circuit from malfunctioning, and when the acceleration input value (YG) in the left-right direction (Y-axis direction) of the central acceleration sensor in the ECU exceeds a threshold value. For the first time, we are trying to deploy airbags.

  However, the conventional side collision detection apparatus shown in FIGS. 8 and 9 requires a plurality of acceleration sensors with different positions depending on the position of the collision target (front seat side or rear seat side). A wiring harness for connecting the acceleration sensor and the ECU is required, and there is a problem that the cost is increased.

  In order to solve this, in Patent Document 2, the acceleration detection axis of the side acceleration sensor of the B pillar is made into two axes of acceleration in the front-rear direction (X-axis direction) and acceleration in the left-right direction (Y-axis direction). A technique is disclosed in which the side collision of the rear seat is determined using the longitudinal acceleration (rotation) of the B-pillar side acceleration sensor, and the C-pillar side acceleration sensor is substantially abolished. According to the technique of this patent document 2, the wiring harness for ECU connection can be reduced by arranging the side acceleration sensors one by one on the left and right.

JP 2005-263145 A JP 2016-43838 A

  However, in Patent Document 2, the side acceleration sensor of the B pillar is biaxial, and the communication IC in the ECU that receives the output from the side acceleration sensor must also use a biaxial compatible IC. The cost will increase accordingly.

  In view of the above, the present invention makes it possible to detect a side collision by using a side acceleration sensor for each side without using a biaxial acceleration sensor, and to reduce the cost. An object is to provide a detection device.

  In order to achieve the above object, according to the present invention, there is provided a side collision detection device for detecting an impact at the time of a side collision by an acceleration sensor, wherein the acceleration sensor includes a central acceleration sensor provided in the vicinity of the center of the front end of the vehicle interior. And a side acceleration sensor provided one by one near the left and right side surfaces of the vehicle, and a control unit that controls the operation of the occupant restraint device due to a side collision of the vehicle based on a lateral acceleration signal detected from each acceleration sensor The control unit operates the occupant restraint device by a side acceleration sensor on the side opposite to the side collision side and / or the central acceleration sensor at the time of a side collision with a portion where the side acceleration sensor is not provided. Control.

  When the lateral acceleration (Y-axis direction) detected by the side acceleration sensor exceeds the threshold during a side collision, the control unit controls to deploy the airbag. However, since the side acceleration sensors are arranged one by one near the left and right side surfaces of the vehicle, the acceleration detected from the side acceleration sensor reaches the threshold when a side collision occurs in a portion where the side acceleration sensor is not arranged. Even if it is not, it may be necessary to deploy the airbag.

  For example, in a vehicle in which a side acceleration sensor is arranged in the vicinity of the B pillar, a side collision occurs in the vicinity of the C pillar where there is no side acceleration sensor. In this case, even if the acceleration in the left-right direction (Y-axis direction) detected by the side acceleration sensor does not reach the threshold value, in this embodiment, the acceleration in the left-right direction (Y-axis direction) is detected from the side collision sensor on the anti-collision side. , And the input value is compared with a threshold value to determine whether or not to deploy the airbag.

  Further, it is determined whether or not the airbag is to be deployed using a two-dimensional map by combining the side acceleration sensor on the anti-collision side and the acceleration in the left-right direction (Y-axis direction) of the central acceleration sensor provided in the ECU or the like.

  According to the present invention, the cost can be reduced by using one side acceleration sensor for each side collision detection. Further, the side acceleration sensor only needs a one-axis acceleration sensor that detects only the left-right direction (Y-axis direction), and the communication IC in the ECU that receives the output from the side acceleration sensor is also one-axis compatible, which increases the cost. Can be suppressed.

It is a control block diagram of the side collision detection device for a vehicle in the first embodiment of the present invention. It is a curtain airbag deployment logic diagram at the time of a side collision using an acceleration calculation value. It is explanatory drawing which shows arrangement | positioning and side collision form of the side acceleration sensor of a vehicle, (a) shows the acceleration generation image in the side acceleration sensor at the time of a rear pole side collision, The figure (b) is the center at the time of a rear pole side collision. An image of the generation of rotational acceleration generated in the acceleration sensor is shown, and FIG. (A) is a map showing the acceleration in the left-right direction (Y-axis direction) of the side acceleration sensor on the anti-collision side with the horizontal axis as the time axis, and FIG. A composite logic map is shown in which the vertical axis represents the acceleration in the Y-axis direction and the horizontal axis represents the acceleration in the left-right direction (Y-axis direction) of the central acceleration sensor. It is a table | surface which shows the deployment condition and non-deployment state of an airbag by the magnitude | size of the detected acceleration of each acceleration sensor. In 1st Embodiment which has arrange | positioned the side acceleration sensor to B pillar, it is a figure for demonstrating the airbag deployment conditions and non-deployment conditions at the time of a side collision. It is a figure for demonstrating the airbag deployment conditions and the non-deployment conditions at the time of the side collision in 2nd Embodiment which has arrange | positioned the side acceleration sensor to C pillar. (A) is a system configuration diagram of a conventional side collision detection device, (b) is a diagram showing a detection state of a side acceleration sensor at the time of a front pole collision, and (c) is a diagram of the side acceleration sensor at the time of a rear pole collision. It is a figure which shows a detection state. It is a logic circuit diagram of the curtain airbag deployment system of the conventional side collision detection apparatus shown in FIG.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. First, as shown in FIG. 1, the side collision detection device 1 for a vehicle according to the first embodiment detects an impact at the time of a side collision using acceleration sensors 2, 3, and 4. These are side acceleration sensors 2 and 3 provided in the vicinity of both ends of the vehicle body in the vehicle width direction behind the front end of the vehicle interior, and a central acceleration sensor 4 disposed therebetween.

  As the side acceleration sensors 2 and 3, sensors that detect only one-axis acceleration in the left-right direction (Y-axis direction) are employed. The side acceleration sensors 2 and 3 are preferably arranged at the center pillar (B pillar) joined to the vehicle body frame, but the front pillar (A pillar), rear pillar (C pillar), and other pillars are also used. You may arrange. In the first embodiment, the side acceleration sensors 2 and 3 are arranged on a center pillar (B pillar) joined to the vehicle body frame.

  The central acceleration sensor 4 employs a sensor that can detect at least acceleration in the left-right direction (Y-axis direction). The central acceleration sensor 4 can use an acceleration sensor mounted on an electronic control unit (ECU) of an airbag. The central acceleration sensor 4 is usually disposed in front of a floor tunnel in the vehicle interior. The central acceleration sensor 4 is preferably integrated with the electronic control unit (ECU) of the airbag, but is not limited thereto and may be provided separately.

  The side collision detection device 1 is provided with a control unit 6 that controls the operation of the occupant restraint device 5 due to a side collision of the vehicle based on the lateral acceleration signals detected from the acceleration sensors 2, 3, and 4. The control unit 6 controls the operation of the occupant restraint device 5 by the side acceleration sensor and / or the central acceleration sensor 4 on the side opposite to the side collision side at the time of the side collision. The control unit 6 can use an electronic control unit (ECU) 7 such as an airbag.

  FIG. 2 shows a logic circuit of the control unit. The control unit 6 includes a main determination circuit 8 and a safing determination circuit 9. Compared with the conventional detection logic circuit diagram shown in FIG. 9, this detection logic replaces the detection logic portion of the conventional collision-side C-pillar acceleration sensor with a logic portion 10 surrounded by a dotted line in FIG. . The logic portion 10 includes first detection logic 11 using a side acceleration sensor on the anti-collision side, acceleration input (YG) in the left-right direction (Y-axis direction) of the side acceleration sensor 2 or 3 on the anti-collision side, and In response to the acceleration input (YG) in the lateral direction (Y-axis direction) of the central acceleration sensor 4 in the ECU, the acceleration (YG direction) in the lateral direction (Y-axis direction) of these anti-collision side acceleration sensors 2 or 3 ) And the acceleration (YG) in the left-right direction (Y-axis direction) of the central acceleration sensor 4 is used to compare the input value with a threshold value and determine the deployment condition such as an airbag. And a second detection logic 12 for map determination. Since the other detection logic is the same as the conventional detection logic shown in FIG. 9, the same reference numerals are given and description thereof is omitted.

  In the logic circuit shown in FIG. 2, if the vehicle has an acceleration input in the left-right direction (Y-axis direction) by the safing determination circuit 9, it is determined whether or not the airbag is deployed under an AND condition with the main determination circuit. In the main determination circuit 8, for example, when a side collision occurs on the right B pillar, if a predetermined acceleration is detected by the right side acceleration sensor 2 located in the vicinity, it is assumed that there is a collision near the B pillar. Deploy the airbag.

  On the other hand, even if the acceleration input from the side acceleration sensor 2 of the B pillar does not reach the threshold value, there is a possibility that a side collision has occurred in the vicinity of the right C pillar. Therefore, the conventional C pillar side acceleration sensor shown in FIG. Instead, the airbag deployment condition is determined by the following detection logic portion 10. That is, the first detection logic 11 reads the input value of the acceleration of the side acceleration sensor 3 of the B-pillar on the anti-collision side in a one-dimensional manner and compares it with a threshold value. If the acceleration of the side acceleration sensor 3 on the anti-collision side exceeds the threshold value, the airbag is deployed assuming that a side collision has occurred near the C pillar.

  The vehicle speed of the airbag deployment requirement when a side collision with the rear pole or rear MDB near the C pillar occurs on the rear seat side is, for example, 20 km / h to 29 km / h. When detecting the acceleration on the anti-collision side, the magnitude of the acceleration is simply proportional to the vehicle speed. For example, when a side collision occurs with the rear pole or rear MDB at the rear seat side at 25 km / h, The acceleration detected on the anti-collision side exceeds the threshold value and becomes an airbag deployment condition. The vehicle speed at which the acceleration detected by the side acceleration sensor 2 of the B-pillar on the collision side does not reach the threshold is about 13 km / h to 15 km / h in a side collision (front MDB) on the front seat side.

  FIG. 4A shows the acceleration (vertical axis) in the left-right direction (Y-axis direction) obtained from the side acceleration sensor 3 near the anti-collision side B pillar in the first detection logic 11 on the time axis (horizontal axis). It is a thing. When the front (Fr) MDB (Movable Deformabl Barrier collision carriage) collides with the side surface of the front seat, the lateral acceleration (Y-axis direction) acceleration of the side acceleration sensor 2 on the collision side does not reach the deployment threshold (for example, , 15 km / h), the magnitude of acceleration on the anti-collision side is simply proportional to the vehicle speed, so the acceleration in the left-right direction (Y-axis direction) of the side acceleration sensor 3 on the anti-collision side is also set to the threshold value. Often not reach.

  However, since the certainty of the detected acceleration from the side acceleration sensor 3 may not always be good, the airbag deployment requirement is further detected using the two-dimensional map of the second detection logic 12. The acceleration in the left-right direction (Y-axis direction) of the side acceleration sensor 3 on the anti-collision side and the acceleration in the left-right direction (Y-axis direction) of the central acceleration sensor 4 are taken and compared with the map threshold in the two-dimensional map, and exceeds the threshold. If so, deploy the airbag.

  FIG. 4B shows the acceleration (vertical axis) in the left-right direction (Y-axis direction) obtained from the side acceleration sensor 3 in the vicinity of the anti-collision B pillar in the second detection logic 12, and the side acceleration sensor 4 of the ECU. The composite logic map with the acceleration of the left-right direction (Y-axis direction) obtained is shown. In the second detection logic 12, the front (Fr) MDB collides with the front seat of the vehicle in a side collision, and the acceleration in the left-right direction (Y-axis direction) of the central acceleration sensor 4 of the ECU increases. The curve shown by the dotted line in FIG. In this case, it sets so that a map threshold may not be exceeded. When a rear (Rr) pole or rear MDB and the vehicle collide side-by-side in the rear seat near the C pillar, the acceleration G in the left-right direction (Y-axis direction) of the central acceleration sensor 4 of the ECU decreases due to inertia, and FIG. As shown in b), since the acceleration G due to rotation acts, the Y-axis component is canceled and becomes a small value. The curve shown by the solid line in FIG. In the second detection logic 12, even when the acceleration g detected by the central side acceleration 4 of the ECU is small, the airbag is deployed when the acceleration of the side acceleration sensor 3 of the anti-collision B pillar is large.

  FIG. 5 shows the above-described requirements for deployment / non-deployment of the airbag (A / B): acceleration in the lateral direction (Y-axis direction) on the collision side, acceleration in the lateral direction (Y-axis direction) on the anti-collision side, ECU (central acceleration) This is represented by the magnitude of acceleration in the left-right direction (Y-axis direction) by the sensor. In the airbag deployment requirement, when the rear side surface of the vehicle collides with the rear pole at a vehicle speed at which the airbag is deployed (ON), the side acceleration sensor 2 of the B pillar separated from the rear seat collision side is large. / Internal acceleration occurs (see FIG. 3A). An acceleration proportional to the vehicle speed is also generated in the side acceleration sensor 3 of the B pillar on the anti-collision side. On the other hand, the central side acceleration sensor 4 in the ECU has acceleration (see FIG. 3 (a)) that tends to stop due to inertia and rotational acceleration that rotates around the center of gravity of the vehicle as shown in FIG. 3 (b). Since both occur in opposite directions, a small acceleration is detected by the central acceleration sensor 4 of the ECU.

  This phenomenon is the same as a case where the rear seat side surface of the vehicle collides with the rear MDB as a side requirement of the airbag. As the airbag deployment requirement, in the second row of the table, the side acceleration sensor 2 of the collision B-pillar generates a medium acceleration in the left-right direction, and the side acceleration sensor 3 on the anti-collision side generates a medium acceleration in the left-right direction. An example in which a small acceleration is detected in the left-right direction is shown in the central acceleration sensor of the ECU.

  The first example of the non-deployment requirement of the airbag is when a side collision occurs at a vehicle speed (for example, 15 km / h) at which the front (Fr) MDB is not deployed (OFF) on the front seat side surface of the vehicle, A large acceleration is generated in the side acceleration sensor 2 of the B pillar on the front seat collision side (see FIG. 3C). The side acceleration sensor 3 of the B-pillar on the anti-collision side also generates medium / small acceleration proportional to the vehicle speed. On the other hand, the central side acceleration sensor 4 of the ECU does not generate rotational acceleration but generates moderate acceleration.

  The second example of the non-deployment requirement of the airbag is when the rear (Rr) MDB collides with the rear seat side of the vehicle at a vehicle speed (for example, 15 km / h) at which the airbag is not deployed (OFF). is there. In this case, a small acceleration is generated in the side acceleration sensor 2 of the B pillar, and a small acceleration corresponding to the vehicle speed is also generated in the side acceleration sensor 3 of the B pillar on the anti-collision side. The center side acceleration sensor 4 generates a small acceleration.

  A third example of the non-deployment requirement of the airbag is a case where the front seat door of the vehicle is strongly closed. In this case, the middle acceleration is generated in the side acceleration sensor 2 on the door closing side, and the acceleration on the side acceleration sensor 3 of the B-pillar on the anti-collision side is minimal on the non-door side. Minimal acceleration occurs.

  FIG. 6 is a vehicle in which the side acceleration sensors 2 and 3 are arranged in the vicinity of the B pillar, and the right and left directions when the front seat right side of the vehicle collides with the front (Fr) MDB at the vehicle speed when the airbag is not deployed (Y-axis direction). FIG. 6 is a diagram comparing left and right acceleration A and acceleration B in the left-right direction (Y-axis direction) when the rear seat right side of the vehicle collides with the rear (Rr) pole at a vehicle speed when the airbag is deployed.

  In the above case, the accelerations A and B inputted to the side acceleration sensor 2 on the collision side both show the same value. Therefore, the control unit 6 cannot determine where the vehicle has collided with the vehicle side, and whether it is an airbag deployment requirement or a non-deployment requirement.

  Therefore, the control unit 6 calculates an input value in the left-right direction (Y-axis direction) of the side acceleration sensor on the anti-collision side as shown in FIG. Since the acceleration appearing here is simply proportional to the vehicle speed, the acceleration of the airbag non-deployment is a value A, and the acceleration of the airbag deployment condition at the time of the rear pole collision is a B value larger than the A value.

  In order to confirm the deployment / non-deployment requirements of the airbag more reliably, the acceleration of the central acceleration sensor 4 is calculated. As shown in FIG. 6C, the acceleration generated in the central acceleration sensor 4 is generated as it is at the time of front (Fr) MDB collision, whereas as shown in FIG. 3B at the time of rear (Rr) pole collision. Rotational acceleration is generated in the opposite direction, so the acceleration in the left-right direction (Y-axis direction) is reduced. Therefore, the acceleration B under the airbag deployment condition at the time of the rear pole collision is smaller than the non-deployment acceleration A. The two-dimensional map of FIG. 4 may be created according to such airbag deployment conditions.

  Thus, in this embodiment, the side acceleration sensors 2 and 3 are provided one by one on both sides in the left-right width direction of the vehicle, and one central acceleration sensor 4 is provided in the ECU. These acceleration sensors 2, 3, and 4 detect acceleration in the left-right direction (Y-axis direction). In this case, the airbag deployment requirements (rear pole collision, rear MDB collision) and non-deployment requirements (front MDB airbag non-deployment vehicle speed and door close) required for the C-pillar side acceleration sensor installed in the past The separation is performed by the acceleration in the left-right direction (Y-axis direction) of the side acceleration sensors 2 and 3 near the anti-collision B pillar and the central acceleration sensor 4 of the ECU.

  As shown in FIG. 2, the detection logic includes (a) a single logic by the anti-collision side central side acceleration sensors 2 and 3, and (a) an anti-collision side central side acceleration sensor 2, 3 and the central acceleration sensor 4 of the ECU. Or (c) an OR condition of the above-described single logic and composite logic.

  When the side acceleration sensors 2 and 3 are provided in the vicinity of the B pillar, (a) if the Y-axis generation component of the ECU in the combined logic of the anti-collision side central side acceleration sensors 2 and 3 and the central acceleration sensor 4 of the ECU is small, the air The determination is established as satisfying the bag deployment requirement. As shown in FIG. 6C, when the rear pole collides, as shown in FIG. 3B, the rotational acceleration is generated in the opposite direction, so the acceleration in the left-right direction (Y-axis direction) is reduced.

  In the said embodiment, although the example which installed the side acceleration sensors 2 and 3 in the center (B pillar) vicinity of the front-back direction of a vehicle was shown, not only this but back of a vehicle (C Side acceleration sensors 2 and 3 can also be installed in the vicinity of the pillar). In this case, the side acceleration sensors 2 and 3 are separated from the vehicle speed of the rear (Rr) MDB when the airbag is not deployed and the vehicle speed of the front (Fr) pole or front MDB when the airbag is deployed. The acceleration is performed in the lateral direction (Y-axis direction) of the side acceleration sensors 2 and 3 and the central acceleration sensor 4 of the ECU.

  The detection logic is the same as in the first embodiment, but in the combined logic of the anti-collision side central side acceleration sensors 2 and 3 and the central acceleration sensor 4 of the ECU, if the Y-axis generating component of the ECU is large, The air bag deployment requirement is satisfied and the determination is established.

  FIG. 7 shows the left and right direction when the right side of the front seat of the vehicle collides with the front (Fr) pole at the speed of the airbag deployment in the vehicle of the second embodiment in which the side acceleration sensors 2 and 3 are arranged near the C pillar. FIG. 6 is a diagram comparing acceleration B in the (Y-axis direction) and acceleration A in the left-right direction (Y-axis direction) when the rear right side of the vehicle collides with the rear (Rr) MDB at a vehicle speed when the airbag is not deployed. is there.

  In the above case, the accelerations A and B input to the collision side acceleration sensor 2 may both show the same value. Therefore, the control unit 6 cannot determine where the vehicle has collided with the vehicle side, and whether it is an airbag deployment requirement or a non-deployment requirement. Therefore, the control unit 6 detects and calculates the input value in the left-right direction (Y-axis direction) of the side acceleration sensor 3 on the anti-collision side, as shown in FIG. 7B. Since the acceleration G appearing here is simply proportional to the vehicle speed, the acceleration of the airbag non-deployment is a value A, and the acceleration of the airbag deployment condition at the time of the front pole collision is a B value larger than the A value.

  In order to confirm the deployment / non-deployment requirements of the airbag more reliably, the acceleration of the central acceleration sensor 4 is calculated. As shown in FIG. 7C, the acceleration generated in the central acceleration sensor 4 is generated as it is at the time of a front pole collision, whereas the rotational acceleration G is generated in the reverse direction around the center of gravity of the vehicle at the time of a rear MDB collision. Therefore, the acceleration in the left-right direction (Y-axis direction) of the central acceleration sensor 4 becomes smaller. A two-dimensional map may be created according to such airbag deployment conditions.

  As described above, in the above two embodiments, it is possible to reduce the cost by using one side acceleration sensor for each side collision detection. Further, as in the past, the acceleration sensor only needs one axis in the Y-axis direction, and it is not necessary to make the sensor biaxial, so that an increase in cost can be suppressed.

  In addition, this invention is not limited to the said embodiment, Of course, many corrections and changes can be added within the scope of the present invention.

DESCRIPTION OF SYMBOLS 1 Side collision detection apparatus 2 Right side acceleration sensor 3 Left side acceleration sensor 4 Center acceleration sensor 5 Passenger restraint apparatuses, such as an airbag 6, Control part 7 Electronic controller (ECU)
10 logic portion 11 first detection logic 12 second detection logic

Claims (2)

A side collision detection device that detects an impact at the time of a side collision by an acceleration sensor,
The acceleration sensor includes a central acceleration sensor provided near the center of the front end of the vehicle interior, and side acceleration sensors provided one by one near the left and right side surfaces of the vehicle,
A control unit is provided for controlling the operation of the occupant restraint device due to a side collision of the vehicle based on a lateral acceleration signal detected from each acceleration sensor,
The control unit controls the operation of the occupant restraint device by a side acceleration sensor opposite to a side collision side and / or the central acceleration sensor at the time of a side collision to a portion where the side acceleration sensor is not provided. A side collision detection device. A side collision detection device that detects an impact at the time of a side collision by an acceleration sensor,
The acceleration sensor includes a central acceleration sensor provided near the center of the front end of the vehicle interior, and a side acceleration sensor provided near the front seat on the side of the vehicle,
A control unit for controlling the operation of the occupant restraint device due to a side collision of the vehicle based on the acceleration signal detected from each acceleration sensor is provided,
The control unit controls the operation of the occupant restraint device by a side acceleration sensor opposite to a side collision side and the central acceleration sensor at the time of a side collision with a portion where the side acceleration sensor is not provided. Side collision detection device.

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